Car-brake



(No Model.)

S. E. MOSHER & L. B. LYONS. GAR BRAKE. 1 No. 328,963.

M i zewwj; 72

N PETERS. Pxmwumq mim Walhinglon. u. c,

' of the car itself as a regulator of the braking UNITED STATES PATENTrrren".

SAMUEL E. MOSHER AND LABAN B. LYONS, OF OHILLIOOTHE, OHIO.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent 328,963, dated October 27,1885;-

Application filed April 7, 1883. Serial No. 90,914. (Nomodel) V To allwhom it may concern:

Be it known that we, SAMUEL E. MosHER and LABAN B. LYoNs, citizens ofthe United States, residing at Ohillicothe, Ross county, Ohio, haveinvented new and useful improve ments in Railway-Oar-Brake Mechanisms,of which the following is a specification.

Our invention relates to railway-car-brake mechanism, and is in'thenature of an improvement upon that for which we have already filed anapplication for Letters Patent, based upon the principle of utilizingthe weight force, and embodying a form of mechanism consisting,essentially, of a system of leverage fulcrumed upon the spring-shelf andoperated by a chain operating over a friction pulley pivoted upon thecross-beam of the truck. In such former application the brake itself wasahorizontal bar arranged above the wheels and acting vertically.

The object of our present invention is the application of the essentialprinciple described in said former application to the ordinary form ofbrakes hung at the sides of the wheels and acting horizontally; anditconsists in the combination and arrangement of parts herein more fullydescribed.

Mechanism embodying our invention is illustrated in the accompanyingdrawings, in which- Figure 1 is a plan diagram view of the springshelfofa car-truck,showing the arrangement of themain levers and thedraft-chain connection. Fig. 2 is an end view of the car-truck, showingthe arrangement of the main levers and the draft-chain connection. Fig.3is a side view of the truck, showing the arrangement of the bell-crankbrake levers. Fig. 4 is a crosssection of the truck-frame, swingingbolster, and spring-shelf, showing the attachment of the frictionpulleyfor the draft-chain; Fig. 5, a plan diagram of a ear-truck, showing amodified form of mechanism applicable to brakes arranged at the extremeouter sides of the contiguous truck-wheels. Fig. 6 is an end view of thesame truck, showing the main 1evers and their actuating bell-crankconnections; and Fig. 7, a side View of the truck crosssectioned throughthe frame and movable bolster and spring-shelf, showing the bellcrankconnections with the brakebeams.

The partsdescribed herein areindicated on the drawings by letters ofreference.

WV WV designate the wheels of the truck; R R, the crossbeams of theframe; S, the swinging bolster, and s the springshelf, all constructedand arranged in the usual manner.

Upon the spring-shelf s we arrange two levers, A A, longitudinally withthe shelf, and securely fulcrumed thereon bylinks or brackets a. To theinner ends of the levers A, which are contiguous, a chain, P, isattached by its two ends, passing thence upward and over two groovedfrictionrolls, C G, pivoted in brackets secured to the under side of thecross-beams R R, as shown in Fig. 2. In the bight of the chain theconnection is made with the rod b or piston of the air-cylinder by meansof an equalizing friction-roller, E, by which arrangement of parts thehorizontal movement of the rod or piston b lifts theinner ends ofthelevers A and depresses the outer ends of the same. The outer ends ofthe levers A are connected by links 0 with the horizontal arms ofhellcrank levers B, swung in pivotal bearings t0 the under side of thecross-beams R B, there being one bell-crank arranged for each wheel,carrying a pivoted brake-shoe, B, at the eX- tremities of the verticalarms. Thus the depression of the outer ends of the levers A carries downthe horizontal arms of the bellcranks B and forces thevertical armscarrying the brakeshoes against the wheels.

It will be readily obvious that no greater force can be applied to thebrakes than would be sufficient to lift the car since any such excesswould expend itself in lifting thespringshelf 8 through the lever A andits connection with the spring-shelf.

In the case just described, the brakes are arranged between contiguouswheels acting outwardly; but as brakes are often arranged at remotesides of contiguous wheels acting inwardly or toward each other amodification in the arrangement of the mechanism is necessary. Apreferable arrangement is shown in Figs. 5, 6, and 7, in which abrake'chain, N, (corresponding with P of Fig. 1, and similarlyoperated,) passes between two vertically-pivoted friction-pulleys, M M,arranged upon the upper side of the cross-beam 1%, extendingthenceoutward, and connected at its ends with bell-crank levers L,pivoted horizontally at ICQ each end of the framebetween the cross-beamsR R, beyond the swinging bolster S. The horizontal arms of thebell-cranks L are connected by short links or chains d, with the outerends of levers F, fulcrumed upon the springshelf. The latter areconstructed and arranged anism the power is applied in substantially thesame manner as first described, the changes being merely of arrangement,caused by the different position of the brakes.

Having described our invention, we claim and desire to secure jointly byLetters Patent- 1. The combination, in railway-car brake mechanism, oflevers A, pivoted to the springshelf, and bell-crank brake-levers hungt0 the cross-beams, connected and operated substantially as and for thepurpose specified.

2. The levers A, pivoted to the spring-shelf s, and bell-crankbrake-levers B, in combination with the chain P, pulleys O O and E,substantially as set forth.

In testimony whereof we have hereunto set our hands in the presence oftwosubscribing witnesses.

SAMUEL E. MOSHER. LABAN B. LYON S. Witnesses:

IRA MosHER, E. K. MIoK.

